Global Guideline - Interviewer and Interviewee Guide

Links

Pre Engineering Interview Preparation Guide

Pre Engineering related Frequently Asked Questions by expert members with job experience as Pre-Engineering. These questions and answers will help you strengthen your technical skills, prepare for the new job interview and quickly revise your concepts

45 Pre-Engineering Questions and Answers:

It’s one thing to tackle engineering problems in a theoretical, cerebral context. But often you’ve literally got to get your hands dirty to make something work the way it’s supposed to.

Do you tinker on your own car? Are you handy around the house? You’ll probably get interview questions like these “as a measure of [your] practical knowledge,” says Dominic Halsmer, dean of the School of Science and Engineering at Oral Roberts University.

Joints which are formed from the cope level to the toe level of seawalls through a complete vertical plane are known as slip joints. Such joints are designed so as to handle the differential settlements between the seawalls adjacent panels. In the slip joints the aggregates inside the half-rounds channels enables some vertical movements. These vertical movements are induced by differential settlements. This enables in the interlocking of the adjacent panels of the seawalls to link the panels in one unit against the earth pressure ( lateral ) which is exerted on the seawalls.

When Crawford Hentz questions mechanical engineering candidates about their experience with software packages like SolidWorks, Pro/ENGINEER and AutoCAD, she’s looking for more than surface-level working knowledge. “I ask, ‘What’s the coolest thing you know how to do with the package?’” she says.

Here, the employer is attempting to gauge fluency, or applied expertise. It’s nice to merely be familiar with, say, COSMOSWorks, says Crawford Hentz. It’s another thing entirely to use the program for finite-element analysis on the LEDs Osram Sylvania manufactures, which “don’t mind getting cold but hate to get hot,” she says.

During the installation of bridge bearings the size of the upper plates is reduced to save the material costs. This process is known as preset. Generally the upper bearing plate comprises of the following components:
> Length of bearing
> 2 x irreversible movement.
> 2 x reversible movement.
The bearing initially is placed right in the middle point of the upper bearing plate. No directional effects of irreversible movement is considered. But since the irreversible movement usually takes place in one direction only the displaced direction is placed away from the midpoint. In such cases the length of the upper plate is equal to the length of the length of the bearing + irreversible movement + 2 x reversible movement.

When the depth of a box girder bridge exceed 1/6th or 1/5th of the bridge width then the design recommended is that of a single cell box girder bridge. But in case the depth of the bridge is lower than 1/6th of the bridge width then a twin-cell or in some cases multiple cell is the preferred choice. One should also note that even in the cases of wider bridges where there depths are comparatively low the number of cells should be minimized. This is so as there is noticeably not much improvement in the transverse load distribution when the number of cells of the box girder is higher than three or more.

Once the process of concreting is performed the striking of the form works should be done as soon as possible as delay in this process can lead to the discoloration of the concrete structures. In case of long structures particularly long span structures once the structures have attained enough strength to support themselves it is essential to provide them with propping as creep deflection can take place which can greatly reduce the integrity of the structure. Due to the above mentioned reasons propping should be done after the removal of form work. Also the props should not be made to stand long as it can lead to over stress for the structures.

The concrete safety fencings are made to contain vehicles in their carriageway being travelled so as to reduce the chances of rebounding into the roads leading to more hazards. In the case of normal fencings upon vehicle crashes the fencings give away so as to absorb as much energy as possible henceforth reducing the impact on the vehicles. But in the case of concrete barriers their purpose is not to absorb energy of vehicles crashing into the barrier but to retain them. They have a curved design so as to allow the vehicles that hit them to slightly go up on the barrier but not overturn. They also prevent the vehicle from again getting back on the road by rebounds. This helps in vastly reducing the chances of other vehicle hazards.

The primary purposes of geotextiles and sand in reclamation works are as follows:
☛ Geotextiles: They are used to separate the marine mud from the reclamation fill. Also geotextiles are used as reinforcements in reclamation processes to increase its stability. It is still debated as to whether the usage of geotextiles is better or are the old processes followed are better as the performance has not been comparable to the conventional methods.
☛ Sand: In reclamation process sand is used to spread the load of any future public dumps placed on top of it. Sand also acts as a drainage for the excess pore water pressure of band drain installations.